Aerodynamic sound decreasing apparatus

ABSTRACT

Multiple projections are provided at a flow-change portion, which corresponds to such a portion of a wall surface of an A/C casing, at which velocity gradient of air current becomes larger in an area adjacent to the wall surface, in order to decrease aerodynamic sound generated by disturbed air current.

CROSS REFERENCE TO RELATED APPLICATION

This application is based on Japanese Patent Application No. 2011-031171filed on Feb. 16, 2011, and No. 2011-238444 filed on Oct. 31, 2011, thedisclosures of which are incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to an aerodynamic sound decreasingapparatus for decreasing aerodynamic sound generated by turbulence ofair flow.

BACKGROUND OF THE INVENTION

It is known in the art, according to which a member or a device fordecreasing pressure variation (hereinafter also referred to as a noisedecreasing member) is provided on a product surface in order to decreaseaerodynamic sound (also referred to as noise) generated in a blowerdevice for blowing out conditioned air or cold air, for example, asdisclosed in the following patent publications:

-   (1) Japanese Patent Publication No. H02-253000;-   (2) Japanese Patent Publication No. H05-026762;-   (3) Japanese Patent Publication No. H07-225048;-   (4) Japanese Patent Publication No. 2003-161295; and-   (5) Japanese Patent Publication No. 2006-159924.

For example, a structure for providing a plumate or wire-rod-shapedprojections or furry and fibrous members is described as the noisedecreasing member, in the above patent publications.

In a case that one of the noise decreasing members disclosed in theabove patent publications is applied to an air duct of an airconditioning apparatus for a vehicle, wherein the air duct has a bendedportion, it is not possible to achieve a sufficient noise decreasingeffect. It is difficult to use such noise decreasing member in view ofan industrial application, because it may cause a decrease ofperformance and/or an increase of manufacturing cost.

When the technology disclosed in the above patent publications (1) or(3) is applied to the air conditioning apparatus for the vehicle, it maybe necessary to provide a lot of projections in a plume structure on aninner surface so as to break a vortex flow into multiple smallerportions, or it may be necessary to provide small fibrous members in afurry condition (that is, a kind of hair-implant process) so as tosoftly receive the vortex flow by cushioning action.

A part (a member) of the air conditioning apparatus for the vehicle,which forms a wall of an A/C casing, is generally made of resin by amolding process. Therefore, it may become necessary to add the abovekind of the hair-implant process in the resin-molding process. It maycause an increase of the manufacturing cost.

In addition, when the fibrous members may come off due to a secularchange, not only the noise reducing effect may be decreased but also theair duct of the air conditioning apparatus may be blocked by suchfibrous members or the fibrous members may be blasted off from a ductopening into a passenger compartment to thereby provide an uncomfortablefeeling to a vehicle passenger.

In addition, in a case that the technology of the above patentpublication (2) is applied to the air conditioning apparatus for thevehicle, it is necessary that a boundary-layer flow partly transits to aturbulent boundary layer in an area adjacent to air blow-out ports andair duct openings. Therefore, it may be necessary to provide afacilitating member on a surface which is in contact with the air flow,so that the boundary-layer flow partly transits to the turbulentboundary layer.

However, since the air conditioning apparatus for the vehicle iscomposed of multiple complicated air passages, which have a lot ofbended portions in the inside thereof, the noises are also generated atsuch portions other than the air blow-out ports and the air ductopenings. Therefore, even when the noise generated in the area adjacentto the air blow-out ports and/or the air duct openings can be decreased,the noise as a whole can not be still sufficiently decreased. Since coldair and hot air is mixed with each other in order to adjust temperatureof the air in the air conditioning apparatus for the vehicle, aircurrents in the inside of the air conditioning apparatus are largelydisturbed and those air currents are in a condition of the turbulentflow. If the above facilitating member was provided, the turbulence ofthe air currents would be further increased and the noise would beincreased on the contrary.

In addition, in the case that the noise decreasing members of the abovepatent publications (1) to (3) were provided in various portions of theair passage for the purpose of decreasing the noise, the noisedecreasing members would become resistance for the air flow to therebycause another problem that a flow rate may be decreased in accordancewith an increase of the area, in which the noise decreasing members areprovided.

It might be possible to increase rotational speed of a blower unit andto supply the air at a higher pressure so as to compensate the decreaseof the flow rate. However, the noise will be correspondingly increased.Namely, the aerodynamic sound for the unit flow rate may be increased.

In addition, in the case that the technology of the above patentpublication (4) was applied to the air conditioning apparatus for thevehicle, it would be possible to decrease the noise, which will begenerated at portions, such as forward portions of ribs, inside wallsurfaces of the bended portions or the like, at which the air currentsare separated. However, on the other hand, it would not be possible todecrease the noise which will be generated when the air currentsseparated at the bended portions or the forward ends of the ribs collideagainst wall surfaces around them, or the noise which will be generatedwhen the air currents collide against an outer wall surface of thebended portion. Therefore, it is not possible to decrease the noise as awhole. The technology of the patent publication (5) is applied to areduced portion of the air passage. Therefore, it is not possible todecrease the noise, which will be generated at other portions than theabove reduced portion. In other words, even according to the technologyof the patent publication (5), it is not possible to decrease the noiseas a whole, either.

SUMMARY OF THE INVENTION

The present invention is made in view of the above problems. It is anobject of the present invention to provide an aerodynamic sounddecreasing apparatus, according to which the aerodynamic sound can bedecreased while a decrease of the flow rate can be avoided.

According to a feature of the present invention (for example, as definedin the appended claim 1), in aerodynamic sound decreasing apparatus, anair passage is formed by a passage forming member. An aerodynamic sounddecreasing member is provided on a wall surface of the passage formingmember for decreasing velocity gradient of an air current collidingagainst a portion of the wall surface. The aerodynamic sound decreasingmember is provided at such a speed-change portion, at which a shape ofthe wall surface is changed, and at which the velocity gradient of theair current will be increased in an area adjacent to the wall surface.

According to the above feature, the aerodynamic sound decreasing memberfor decreasing the velocity gradient is provided at such a portion, atwhich the velocity gradient will become larger. In other words, theaerodynamic sound decreasing member is provided at such a portion of thewall surface, a shape of which is changed and against which the aircurrent collides. Accordingly, the velocity gradient becomes smaller inthe area adjacent to the wall surface, while the velocity gradient ismaximized in an area away from the wall surface. As above, vorticitywhich would cause the noise will be decreased and a maximum vorticity isaway from the wall surface, to thereby decrease the noise.

The aerodynamic sound decreasing member is provided not on the wholearea of the wall surface of the air passage but on a part thereof.Therefore, manufacturing cost can be reduced. Therefore, it is possibleto decrease the noise, while suppressing decrease of flow rate andincrease of the manufacturing cost.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features and advantages of the presentinvention will become more apparent from the following detaileddescription made with reference to the accompanying drawings. In thedrawings:

FIG. 1 is a schematic view showing an outline of a structure of an airconditioning apparatus 10 and a blower unit 60, according to a firstembodiment of the present invention;

FIG. 2 is a schematic cross sectional view showing the blower unit 60;

FIG. 3 is a schematic cross sectional view showing the air conditioningapparatus 10 for explaining an operation (a maximum cooling operation);

FIG. 4 is also a schematic cross sectional view showing the airconditioning apparatus 10 for explaining the operation (a maximumheating operation);

FIG. 5 is a schematic view showing a bended portion “Z” and air currentsat the bended portion;

FIG. 6 is a schematic view showing air currents in an air passage whichis enlarged in a downward direction;

FIG. 7 is a schematic view showing a velocity gradient at the bendedportion “Z”;

FIG. 8 is a schematic view showing an example of flow velocity;

FIG. 9 is a schematic view showing an example of vorticity correspondingto the air currents in FIG. 8;

FIG. 10 is a schematic view showing another example of flow velocity;

FIG. 11 is a schematic view showing another example of vorticitycorresponding to the air currents in FIG. 10;

FIG. 12 is a schematic perspective view showing projections 40;

FIG. 13 is a schematic view showing an example of relationship betweenthe multiple projections 40 and the flow velocity;

FIG. 14 is a schematic perspective view showing an example (the firstembodiment) of the multiple projections 40;

FIG. 15 is a graph showing an example of relationship between a diameterof the projection 40 and noise;

FIG. 16 is a graph showing an example of relationship between a heightof the projection 40 and noise;

FIG. 17 is a graph showing an example of relationship between a distanceof the neighboring projection 40 and noise;

FIG. 18 is a schematic cross sectional view showing an air passage 13Aaccording to a second embodiment;

FIG. 19 is a schematic cross sectional view showing an air passage 13Baccording to a third embodiment;

FIG. 20 is a schematic cross sectional view showing an air passage 13Caccording to a fourth embodiment;

FIG. 21 is a schematic cross sectional view showing an air passage 13Daccording to a fifth embodiment;

FIG. 22 is a schematic cross sectional view showing an air passage 13Eaccording to a sixth embodiment; and

FIGS. 23 to 37 are schematic perspective views, respectively showing afirst to a fifteenth modification of the projection.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will be explained by way of multiple embodimentswith reference to the drawings. The same reference numerals are usedthroughout the multiple embodiments for the purpose of designating thesame or similar parts and/or portions, so that repeated explanation willbe eliminated.

First Embodiment

A first embodiment of the present invention will be explained withreference to FIGS. 1 to 17. FIG. 1 schematically shows an outlinedstructure of an air conditioning apparatus 10 and a blower unit 60 for avehicle. FIG. 2 is a cross sectional view showing the blower unit 60.FIG. 3 is a schematic view showing the outlined structure of the airconditioning apparatus 10 for the vehicle. The air conditioningapparatus 10 controls temperature of the air in a passenger compartmentof the vehicle.

The air conditioning apparatus 10 (hereinafter, simply referred to as anA/C apparatus) has an air conditioner casing 11 (an A/C casing 11) beingcomposed of an air blowing portion and an air controlling portion. TheA/C casing 11 is arranged at a back side of an instrument panel 12 inthe passenger compartment of the vehicle. The A/C casing 11 functions asa passage member for forming air passages in an inside thereof. The A/Ccasing 11 is composed of multiple casing members, which are made ofresin (such as, polypropylene) by a resin-molding process. The multiplecasing members are integrally fixed to each other by fixing members(such as, metal springs, metal screws and so on), so as to form the A/Ccasing 11.

The A/C apparatus 10 respectively supplies air-conditioned air into thepassenger compartment from duct openings on a left-hand side and aright-hand side of the vehicle. More exactly, the A/C apparatus 10controls temperature of the air on a driver side and temperature of theair on a passenger side independently from each other, so that aright-and-left independent control for the temperature is realized. Apartitioning wall 14 is provided in the inside of the A/C casing 11, inorder that the air on the right-hand side and the air on the left-handside will not be mixed up with each other. Therefore, the inside of theA/C casing 11 is divided into two air passage portions by thepartitioning wall 14.

The air blowing portion includes the blower unit 60 for blowing insideair or outside air toward the air controlling portion. An outlet port ofthe blower unit 60 is connected to an inlet port of an air passage 13 ofthe air controlling portion. The blower unit 60 is composed of acentrifugal forward curved fan 61 and a motor 64 for driving thecentrifugal fan 61. A periphery of the centrifugal fan 61 is surroundedby a scroll casing 62, which is connected to the air passage 13 througha duct extending in a centrifugal direction of the centrifugal fan 61.

The scroll casing 62 accommodates the centrifugal fan 61 and is aconvoluted member for forming a passage for the air, which will beblasted off from the centrifugal fan 61. A nose portion 62 a is formedat a wall surface 62 b of the scroll casing 62. The nose portion 62 acorresponds to a volute tongue of the scroll casing 62.

In the inside of the A/C casing 11, the air controlling portion includesan evaporator 20 covering a whole passage area of the air passage 13 inits cross section, a heater core 21 for heating the air having passedthrough the evaporator 20, a cold air passage 22, a main air-mix door23, a sub air-mix door 24 for a defroster, a hot air passage 25, anair-mix chamber 26 in which cold air and hot air are mixed with eachother, a defroster door 27, a face door 28, a foot door 29, and a reardoor 30. In addition, multiple air blow-out ports 31 to 34 are formed inthe A/C casing 11 at a downstream side of the cold air passage 22 andthe hot air passage 25. For example, a defroster blow-out port 31, aface blow-out port 32, a first rear blow-out port 34 and a second rearblow-out port 35 are respectively formed at the A/C casing 11. The abovedoors 23, 24, 27, 28, 29 and 30 are collectively referred to as airswitching doors.

The defroster blow-out port 31 is provided at an upper portion of theA/C casing 11 on a vehicle front side. A defroster duct opening 31 a,which is one of duct openings opening to the inside of the passengercompartment of the vehicle, is formed at the instrument panel 12 closeto a front windshield glass 12 a and on the vehicle front side. Thedefroster blow-out port 31 and the defroster duct opening 31 a areconnected to each other via a defroster duct 31 b so as to blow out theair toward the windshield glass 12 a to remove frost from the windshieldglass. An opening and/or closing of the defroster blow-out port 31 iscontrolled by the defroster door 27.

The face blow-out port 32 is provided at the upper portion of the A/Ccasing 11 on a vehicle rear side. A face duct opening 32 a, which isanother one of the duct openings opening to the inside of the passengercompartment of the vehicle, is formed at the instrument panel 12 facingto the vehicle driver or a front passenger on the vehicle rear side ofthe panel. The face blow-out port 32 and the face duct opening 32 a areconnected to each other via a face duct 32 b so as to blow out the airtoward an upper body of the vehicle driver or the front passenger. Anopening and/or closing of the face blow-out port 32 is controlled by theface door 28.

Each of the first and second rear blow-out ports 34 and 35 is providedat a lower portion of the A/C casing 11 on the vehicle rear side. A rearduct opening (not shown), which is a further one of the duct openingsopening to the inside of the passenger compartment of the vehicle, isformed at a portion close to a rear seat. Each of the rear blow-outports 34 and 35 and each of the rear duct openings are connected to eachother via each of rear ducts 34 b so as to blowout the air toward therear seat. An opening area of each rear blow-out port 34, 35 iscontrolled by the rear door 30. When the first rear blow-out port 34 isopened by the rear door 30, the hot air heated by the heater core 21flows through the rear duct 34 b. When the second rear blow-out port 35is opened by the rear door 30, the cold air cooled down by theevaporator 20 flows through the rear duct 34 b.

The foot blow-out port 33 is provided at the upper portion of the A/Ccasing 11 but at a position lower than the face blow-out port 32. A footduct opening (not shown), which is a further one of the duct openingsopening to the inside of the passenger compartment of the vehicle, isformed at a portion close to the passenger's feet. The foot blow-outport 33 and the foot duct opening are connected to each other via a footduct (not shown) so as to blow out the air toward the feet of thevehicle driver and/or the front passenger. An opening area of the footblow-out port 33 is controlled by the foot door 29.

The respective air blow-out ports 31 to 35 formed in the A/C casing 11on the left-hand and right-hand sides of the vehicle are symmetric witheach other, so that each of the air blow-out ports 31 to 35 respectivelysupplies the conditioned air to the vehicle driver side and the frontpassenger side. The conditioned air from each of the air blow-out ports31 to 35 passes through the respective air ducts 31 b, 32 b and 34 b andblown out from the respective duct openings 31 a, 32 a, and so on.

Each of the defroster door 27, the face door 28 and the foot door 29 isa plate-type door, which is composed of a rotational shaft and a flatdoor plate one side of which is rotatably supported by the rotationalshaft. The rear door 30 is also a plate-type door having a rotationalshaft and a flat door plate, wherein one side of the door plate islikewise rotatably supported by the rotational shaft. Each of operationsof the blower unit 60, the air-mix door 23, the sub air-mix door 24 forthe defroster, the defroster door 27, the face door 28, the foot door 29and the rear door 30 is controlled by an electronic control unit (notshown).

The evaporator 20 is arranged in the A/C casing 11 on the vehicle frontside. The evaporator 20 is a heat exchanger for cooling down the airpassing therethrough by vaporizing low-pressure and low-temperaturerefrigerant, which is depressurized by an expansion valve of arefrigerating cycle, when the air from the blower unit 60 passes throughthe evaporator 20. The air passing through multiple tubes of theevaporator 20, through which the refrigerant flows, is cooled down andsupplied into the cold air passage 22 located at a downstream side ofthe evaporator 20.

The heater core 21 is arranged in the A/C casing 11 on the vehicle rearside of the evaporator 20. The heater core 21 is a heat exchanger forheating the air passing therethrough by exchanging heat between enginecooling water (hot water) and the air. The heater core 21 is located ata downstream side of the evaporator 20 for covering a part of the airpassage in the A/C casing 11.

The sub air-mix door 24 for the defroster is also arranged in the A/Ccasing 11 on the vehicle rear side of the evaporator 20. The air-mixdoor 23 opens and/or closes a part of the cold air passage 22, throughwhich the cold air from the evaporator 20 passes. The air-mix door 23 isalso arranged in the A/C casing 11 on the vehicle rear side of theevaporator 20. The air-mix door 23 opens and/or closes a main part ofthe cold air passage 22 and the hot air passage 25, through which thecold air from the evaporator 20 passes.

The air-mix door 23 as well as the sub air-mix door 24 for the defrostercontrols a flow amount of the hot air passing through the heater core 21and a flow amount of the cold air not passing through the heater core 21depending on opening degrees of those doors 23 and 24, so that thetemperature of the air is controlled. When the air-mix door 23 and thesub air-mix door 24 are located at positions indicated by solid lines inFIG. 3, the A/C apparatus 10 is in its maximum cooling operation,wherein the hot air passage 25 is closed in order to completely blockthe air flow toward the heater core 21 and thereby provide the cold airinto the passenger compartment. In the condition shown in FIG. 3, a facemode is selected. The air-mix door 23, the sub air-mix door 24, thedefroster door 27, the face door 28, the foot door 29 and the rear door30 are moved to positions (indicated by the respective solid lines)shown in FIG. 3 so as to carry out the face mode operation.

FIG. 4 is a cross sectional view also showing the structure of the A/Capparatus 10 for the vehicle, wherein the positions of the respectivedoors are different from those of FIG. 3. When the air-mix door 23 andthe sub air-mix door 24 are located at the positions indicated by solidlines in FIG. 4, the A/C apparatus 10 is in its maximum heatingoperation, wherein the air passage to the air-mix chamber 26 is closedso that all of the air having passed through the evaporator 20 flows tothe heater core 21. The air is heated and such hot air is supplied intothe passenger compartment.

When the air-mix door 23 and the sub air-mix door 24 are located at suchpositions, which respectively correspond to intermediate positionsbetween the positions of FIG. 3 and FIG. 4, each of the cold air passage22 and the hot air passage 25 is partly opened so that both of the coldair and hot air flow in a downstream direction. Those cold air and hotair are mixed up in the air-mix chamber 26, which is formed at anupstream side of the respective air blow-out ports, so that thetemperature of such mixed air is controlled and such conditioned air issupplied into the respective air ducts from the respective air blow-outports to the air duct openings.

The hot air passage 25 is inclined toward the vehicle rear side andextends from the lower portion of the A/C casing 11 to the upper portionthereof, that is, to the air-mix chamber 26. The hot air passage 25 hasa width covering an almost all space in the A/C casing 11 in ahorizontal direction of the vehicle. Such a width dimension is largerthan a dimension of the hot air passage 25 in a longitudinal directionof the vehicle. In other words, the hot air passage 25 is formed in aflat rectangular space having a smaller thickness in the longitudinaldirection but a larger width in the horizontal direction of the vehicleand extending in a vertical direction.

The face blow-out port 32 and the defroster blow-out port 31 are openingto the air-mix chamber 26. The first rear blow-out port 34 is opened tothe hot air passage 25. The second rear blow-out port 35 is opened tothe air passage extending from the evaporator 20 to a space beneath theheater core 21, through which the cold air not passing through theheater core 21 flows. Therefore, when the rear door 30 is located at theposition shown in FIG. 3 (indicated by the solid line), the first rearblow-out port 34 is closed so that the cold air is blown out from thesecond rear blow-out port 35 into the rear duct. On the other hand, whenthe rear door 30 is located at the position shown in FIG. 4 (indicatedby the solid line), the second rear blow-out port 35 is closed so thatthe hot air is blown out from the first rear blow-out port 34 into therear duct.

According to the A/C apparatus 10 of the present invention, aerodynamicsound decreasing members are formed so as to decrease aerodynamic soundgenerated in the A/C apparatus. At first, mechanism, according to whichthe aerodynamic sound will be generated, will be explained. FIG. 5schematically shows air flow at a bended portion “Z” of the air passage.As shown in FIG. 5, at the bended portion “Z”, at which the air flowcollides against a wall surface 11 a, an air current disturbed in anupper stream and/or another air current having broken away from an innerbended portion (opposite to the outer bended portion “Z”) and largelydisturbed will interfere with (collide against) the wall surface 11 a ofthe outer bended portion “Z”, to thereby generate the aerodynamic sound(which is called as vortex sound).

More in detail, when the disturbed air current interferes with (collidesagainst) the wall surface 11 a, the air current receives frictionalresistance of the wall surface 11 a by such interference. The aircurrent has velocity gradient, according to which flow speed of the aircurrent closer to the wall surface 11 a becomes lower, while the flowspeed becomes higher as the air current is remote far away from the wallsurface 11 a, to thereby form a boundary layer.

FIG. 6 schematically shows air currents in the air passage which isgradually enlarged toward a downstream direction. As shown in FIG. 6, inthe boundary layer at such a portion, the air passage of which isenlarged, flow energy hardly flows into the air currents adjacent to thewall surface 11 a and thereby a back flow A1 is generated at the wallsurface 11 a of the downstream side. Therefore, the air current breaksaway from the wall surface 11 a. Then, a swirl A2 is generated, whichwould cause the aerodynamic sound A3.

FIG. 7 schematically shows velocity gradient of the air currents at thebended portion “Z”. As indicated by a hatched area in FIG. 7, in theboundary layer of the bended portion “Z”, at which the air currentscollide against the wall surface 11 a, the flow energy continuouslyflows into the boundary layer. Therefore, the air currents do not breakaway from the wall surface 11 a. However, the velocity gradient at thearea adjacent to the wall surface 11 a (a flow-change with respect to adistance from the wall surface 11 a) becomes larger.

FIG. 8 shows an example of flow velocity. FIG. 9 shows an example ofvorticity corresponding to FIG. 8. FIG. 10 shows another example of theflow velocity. FIG. 11 shows another example of the vorticitycorresponding to FIG. 10. As shown in FIG. 8, when the velocity gradientis larger in the area adjacent to the wall surface 11 a, the vorticitybecomes correspondingly larger in the area adjacent to the wall surface11 a, as shown in FIG. 9. As a result, the sound at the boundary layerbecomes larger.

On the other hand, as shown in FIG. 10, when the velocity gradient ismaximized in an area away from the wall surface 11 a and therefore thevelocity gradient is smaller in the area adjacent to the wall surface 11a, the vorticity is maximized in the area away from the wall surface 11a and the vorticity becomes smaller in the area adjacent to the wallsurface 11 a, as shown in FIG. 11. As a result, the sound at theboundary layer becomes smaller. In other words, the vorticity of the aircurrent which would cause the aerodynamic sound is approximatelyequivalent to a space derivative value of the flow velocity, that is, achange of the flow velocity with respect to the distance from the wallsurface 11 a. Accordingly, a larger aerodynamic sound may be generatedat the portion, at which the air currents (the velocity gradient ofwhich becomes larger in the area adjacent to the wall surface 11 a)interfere with (collide against) the wall surface 11 a.

In view of the above mechanism of generating the aerodynamic sound, itis necessary to reduce the vorticity or the area of the vorticity shouldbe separated from the wall surface 11 a, in order to decrease theaerodynamic sound. In other words, it is necessary to make the velocitygradient smaller in the area adjacent to the wall surface 11 a and thearea of the high velocity gradient should be separated from the wallsurface 11 a, in order to decrease the aerodynamic sound at the portionat which the air currents interfere with (collide against) the wallsurface 11 a.

The aerodynamic sound decreasing members of the present embodiment arecomposed of multiple projections 40. The multiple projections 40 areformed on the wall surface 11 a of the A/C casing 11 so as to makesmaller the velocity gradient of the air colliding against the wallsurface 11 a. The multiple projections 40 are formed in a predeterminedsurface portion(s) of at least one of the wall surface 62 b of thescroll casing 62 and the inner wall surface 11 a of the A/C casing 11.The projections 40 are formed in multiple lines, wherein each of themprojects from the surface portion.

FIG. 12 is a perspective view schematically showing the multipleprojections 40. FIG. 13 is an example showing a relationship between themultiple projections 40 and the flow velocity. As shown in FIG. 12, whenthe air passes among the multiple projections 40, there are generated africtional resistance R1 by the projections 40, a frictional resistanceR2 by the wall surface 11 a and a pressure loss R3 by the projections40. As a result, as shown in FIG. 13, the velocity gradient can be madesmaller in the area adjacent to the wall surface 11 a and the maximumvelocity gradient can be shifted toward the area away from the wallsurface 11 a. As above, the noise can be reduced by the multipleprojections 40.

The multiple projections 40 will be further explained more in detail.FIG. 14 is a schematic view showing an example of the multipleprojections 40. When the projections 40 are formed on the wall surface62 b of the scroll casing and/or the wall surface 11 a of the A/C casing11, the multiple projections can be integrally formed with the wallsurfaces 62 b and/or 11 a. When the projections 40 are integrally formedwith the wall surfaces 62 b and/or 11 a, the scroll casing 62 and/or theA/C casing 11 as well as the projections 40 are made of the samematerial. For example, those members (62 b, 11 a, 40) are integrallyformed by an injection molding process. In a similar manner, when theprojections 40 are formed on the doors, they can be integrally formedwith each other.

The predetermined surface portions (also referred to as aprojection-formed portion or a flow-change portion) of the wallsurfaces, on which the projections 40 are formed, will be explained. Themultiple projections 40 are formed at such portions, at which the airflow direction is changed. In other words, the multiple projections 40are formed at such portions, at which a shape of the wall surface 11 ais changed and at which the velocity gradient of the air flow becomeslarger in the area adjacent to the wall surface as a result that the airflow collides against the wall surface 11 a. More exactly, thepredetermined surface portion corresponds to the portion of the wallsurface, at which the shape of the wall surface 11 a is changed andagainst which the air currents collide so as to change the air flowdirection. When the wall surface 11 a is not straight along the air flowbut the air passage is bended or curved, or when the air passage isexpanded or reduced, the wall surface 11 a is included in the meaning of“the shape of the wall surface 11 a is changed”. When the wall surface11 a includes a portion having an angle of attack, with which a flowrate is not decreased by passage resistance, such a portion is alsoincluded in the meaning of “the shape of the wall surface 11 a ischanged”. For example, the angle of attack is larger than 30 degreeswith respect to a flow direction the air flow. The angle of attack ispreferably larger than 45 degrees and most preferably larger than 60degrees.

The multiple projections 40 are schematically indicated in FIG. 1, whilethe projections 40 are indicated by hatched portions in FIGS. 2 to 4. Asshown in FIGS. 1 to 4, the projections 40 are formed on the wall surface62 b of the scroll casing 62, the wall surface 11 a of the A/C casing11, and on one or both sides of the respective doors 23, 28 and 30.

One of the projection-formed portions (the flow-change portions) for thewall surface 62 b of the scroll casing 62, on which the projections 40are formed, corresponds to the nose portion 62 a, as shown in FIG. 1.The air currents are unstable at the nose portion 62 a and therefore thedirections of the air currents as well as the flow velocity aremomentarily changed. The other of the projection-formed portionscorresponds to such a portion 63, as shown in FIG. 2, at which thedirection of the air flow is changed from an air drawing direction to acentrifugal direction. The other projection-formed portion 63 is a partof the wall surface 62 b of the scroll casing 62 on a side (a lower sidein FIG. 2) opposite to an air drawing side (an upper side in FIG. 2). Inan operation of the blower unit 60, the air is drawn into thecentrifugal fan 61 from the air drawing side, pressure of the air isincreased in respective spaces between fan blades of the centrifugal fan61, and pressurized air is pushed out from the fan 61 in the centrifugaldirection. Then, the air flows along the scroll casing 62 toward theoutlet port. The air inside of the fan 61 collides against a front sideperiphery of the fan blades and then pushed out from the fan blades inthe centrifugal direction, so that such pushed out air collides againstthe other projection-formed portion 63.

A first projection-formed portion 41 (i.e. a flow-change portion) on thewall surface 11 a of the A/C casing 11 corresponds to a part of thecasing (a partitioning wall), which is located at the downstream side ofthe evaporator 20 and opposes to the evaporator 20 (FIGS. 3 and 4). Asecond projection-formed portion 42 (i.e. a flow-change portion) on thewall surface 11 a of the A/C casing 11 corresponds to a part of thecasing (a partitioning wall), which is located at the downstream side ofthe heater core 21 and opposes to the heater core 21 (FIGS. 3 and 4). Athird projection-formed portion 43 (i.e. a flow-change portion) on thewall surface 11 a of the A/C casing 11 corresponds to a part of thecasing (a partitioning portion), into which the air from the blower unit60 is supplied (FIG. 1). Namely, the third projection-formed portion 43is a part of the casing, which is located at the upstream side of theevaporator 20 and forms the air passage connected to the scroll casing62 and at which the air flow direction is changed so that the air flowstoward the evaporator 20.

In addition, the projections 40 are formed on respective door surfacesof the face door 28 and the rear door 30 on an inner side thereof, whichfaces to the inside of the A/C casing 11 (the hot air passage 25) wheneach of the doors is closed. More exactly, the projections 40 are formedon the door surface of the rear door 30, which faces to the heater core21 when the rear door 30 closes the first rear blow-out port 34. Themultiple projections 40 are further formed on both door surfaces of theair-mix door 23.

A guide plate 51 is provided in the air-mix chamber 26. The guide plate51 is shown in FIG. 3, but not shown in FIG. 4 for the purpose ofsimplification of the drawing. The guide plate 51 is projected from thewall surface 11 a for blocking a part of the air flow so as to guide thesame. More exactly, in a foot mode operation, during which the air isblown out through the foot blow-out port 33, the temperature of the airas well as the distributed amount of the air is controlled by the guideplate 51. As shown in FIG. 3, in a face mode operation, since the guideplate 51 becomes an obstacle to the air flow, the multiple projections40 are formed on a plate surface of the guide plate 51 at such aportion, which is on a downstream side and at which the air disturbed bythe guide plate 51 collides against. In addition, since the guide plate51 (in particular, a front side surface) also forms a part of the wallsurface 11 a of the A/C casing 11, and thereby the air flow collidesagainst the front side surface of the guide plate 51, the multipleprojections 40 may be formed on the front side surface. The guide plate51 controls mixture of the cold air and the hot air (a mixing ratiobetween them). The guide plate 51 further has a guide portion foravoiding mixture of the cold air and the hot air (the mixing ratio iscontrolled at zero).

Another guide plate may be provided at a portion around the face door 28and/or the rear door 30 for guiding the air to the respective doors. Insuch a case, the multiple projections 40 may be formed on a platesurface, against which the air collides and along which the air isguided to the doors.

As above, the multiple projections 40 are formed in several portions onthe wall surface 11 a of the A/C casing 11. For example, in the coolingoperation shown in FIG. 3, as indicated by dotted lines, a part of theair currents having passed through the evaporator 20 collides againstthe air-mix door 23 and the direction of those air currents is changedto the direction toward the face blow-out port 32. On the other hand,the other part of the air currents having passed through the evaporator20 collides against the first projection-formed portion 41 and therebythe direction of those air currents is changed to the direction towardthe rear duct 34 b (FIG. 1). In this operation, since the projections 40formed on the rear side surfaces of the face door 28 and the air-mixdoor 23 are not in contact with the air currents, those projections 40do not cause decrease of the air flow rate.

In the heating operation shown in FIG. 4, as indicated by dotted lines,a part of the air currents having passed through the evaporator 20collides against the rear side surface of the air-mix door 23 andthereby the direction of those air currents is changed to the directiontoward the heater core 21. A part of the air currents having passedthrough the heater core 21 collides against the second projection-formedportion 42 and thereby the direction of those air currents is changed tothe direction toward the foot door 29. The remaining part of the aircurrents having passed through the heater core 21 collides against theinside surface of the rear door 30 and thereby the direction of thoseair currents is changed to the direction toward the rear duct opening(not shown). In this operation, since the projections 40 formed on thefront side surface of the air-mix door 23 and the firstprojection-formed portion 41 are not in contact with the air currents,those projections 40 do not cause decrease of the air flow rate.

Dimensions and distribution for the projections 40 will be explainedwith reference to FIGS. 15 to 17. FIG. 15 is a graph showing an exampleof a relationship between a diameter of the projection 40 and the noise.FIG. 16 is a graph showing an example of a relationship between a heightof the projection 40 and the noise. FIG. 17 is a graph showing anexample of a relationship between a distance between the projections 40and the noise. It is necessary to properly set the diameter, the heightand the distance of the projections 40 so as to obtain appropriatefrictional resistance and the pressure loss, for the purpose ofdecreasing the velocity gradient in the area adjacent to the wallsurface 11 a. When the diameter is too small, the frictional resistancecan not be sufficiently obtained. Then, the flow velocity in the areaadjacent to the wall surface 11 a can not be sufficiently decreased.When the height of the projections is too small, the area in which thevelocity gradient is maximized can not be sufficiently separated fromthe wall surface 11 a. When the distance between the projections is toolarge, the sufficient pressure loss can not be obtained. Then, the flowvelocity in the area adjacent to the wall surface 11 a can not besufficiently decreased, either. In the example shown in FIGS. 15 to 17,the projections of a cylindrical shape as shown in FIG. 14 are formed onthe wall surface 11 a, wherein the noise is measured when the air flowvelocity is 5 m/s and the angle of attack is 90 degrees.

At first, the diameter will be explained. According to the example ofFIG. 15, the height of the projection 40 is set to be 3 mm, the distancebetween the projections 40 is set to be 0.7 mm, and the diameter of theprojection 40 is varied. As shown in FIG. 15, the noise level becomeslower when the projections 40 are formed. It is preferable when thediameter of the projection 40 is larger than 0.1 mm, and more preferablewhen it is larger than 0.2 mm.

Next, the height will be explained. According to the example of FIG. 16,the diameter of the projection 40 is set to be 0.5 mm, the distancebetween the projections 40 is set to be 0.7 mm, and the height of theprojection 40 is varied. As shown in FIG. 16, the noise level becomeslower when the projections 40 are formed. It is preferable when theheight of the projection 40 is larger than 1 mm, and more preferablewhen it is larger than 2 mm.

Now, the distance between the projections 40 will be explained.According to the example of FIG. 17, the diameter of the projection 40is set to be 0.5 mm, the height of the projection 40 is set to be 3 mm,and the distance between the projections 40 is varied. In FIG. 17, whenthe distance between the projections 40 is infinite, it is regarded as asituation that the projections are not formed. As shown in FIG. 17, thenoise level becomes lower when the projections 40 are formed. It ispreferable when the distance between the projections 40 is smaller than1 mm, and more preferable when it is less than 0.5 mm.

As explained above, according to the present embodiment, the multipleprojections 40 are formed on the projection-formed portions (theflow-change portions) of the wall surface 11 a, such as the firstprojection-formed portion 41, at which the air flow direction ischanged. According to the researches of the present inventors, thedecrease of the flow rate is relatively large on the wall surface 11 ahaving small angle of attack, for example, in the case of the aircurrents along the wall surface. On the other hand, the flow rate willnot be substantially decreased in such a portion, where the angle ofattack is large when the air flow direction is changed and thereby theair currents collide against each other. In addition, the aerodynamicsound is generated when the swirls produced by the disturbance of theair currents are transformed. The multiple projections 40 decrease thegeneration of the aerodynamic sound by suppressing the deformation ofthe swirls. Accordingly, the effect for decreasing the noise is notlarge, when the projections are formed on such portions of the wallsurface 11 a, at which the disturbance of the air currents may notlargely take place (namely, the air currents smoothly flow on the wallsurface 11 a).

According to the present embodiment, the multiple projections 40 areformed on such portions of the wall surfaces 11 a (i.e. the flow-changeportions), at which the velocity gradient of the air flow becomes largerin the area adjacent to the wall surface 11 a. As a result, theaerodynamic sound, which is generated by the disturbance of the aircurrents, can be decreased as shown in FIGS. 15 to 17. In addition,since the air passage area of those portions (the flow-change portions)at which the air currents collide against the projection-formed surfacesis not reduced, and since the frictional resistance of theprojection-formed surface will not be extremely increased, not only thenoise generated by the collision of the air currents can be decreased,but also the aerodynamic sound generated by the disturbance of the aircurrents can be effectively decreased without causing the decrease ofthe flow rate. In addition, since the multiple projections 40 are formednot on the whole area of the wall surface 11 a but on the part thereof,an increase of the manufacturing cost can be suppressed. As above,according to the present embodiment, the aerodynamic sound can bedecreased, while the decrease of the flow rate as well as the increaseof the manufacturing cost is avoided.

According to the present embodiment, when compared with the conventionalacoustic absorbing material and/or sound absorber, the aerodynamic sounddecreasing members can be formed in a simpler and smaller-sized(thinner) structure by the multiple projections. It is further possibleto decrease the noise in a wide range of frequency. In the case of theair conditioning apparatus for the vehicle, a small-sized structure isalways required for easily mounting the A/C apparatus in the vehicle,and the noise is generated in the wide range of the frequency.Therefore, the present invention can be preferably applied to the A/Capparatus for the vehicle.

According to the present embodiment, the face door 28, the rear door 30,and so on are provided in the A/C casing 11 for opening and closing theair passages. In case of those doors 28 and 30, the air currents collideagainst one of the surfaces (the front or rear side surface) of each ofthose doors and the direction of the air flow is changed. Therefore,when the multiple projections 40 are formed on the surfaces of the doors28 and 30, it is possible to suppress the generation of the swirldeformation and thereby to decrease the aerodynamic sound.

According to the present embodiment, the multiple projections 40 areformed on the doors (such as, the face door 28, the rear door 30) foropening and/or closing the air ducts connecting the inside of the A/Ccasing 11 with the passenger compartment. When those doors are in theclosed condition, the air currents collide against the door surfaces onthe side facing to the inside of the A/C casing 11 and thereby the airflow direction is changed. Since the multiple projections 40 are formedon such door surfaces, it is possible to suppress the deformation of thegenerated swirls to thereby decrease the aerodynamic sound. On the otherhand, when the doors are in the opened condition, the air currents flowalong the door surfaces, which will be the outer side surfaces of theA/C casing 11 and on which the projections 40 are not formed. Therefore,the flow rate will not be decreased.

According to the present embodiment, the multiple projections 40 arealso formed on the plate surface of the guide plate 51 in the air-mixchamber 26 (which is formed on the wall surface 11 a of the A/C casing11) as well as on the wall surface 11 a at the downstream side of theguide plate 51. The guide plate 51 mixes the cold air and the hot airfor the purpose of controlling the temperature of the air. Therefore,the air currents collide against the guide plate 51. Furthermore, in thecooling operation, the guide plate 51 guides the cold air toward theface door 28. The guide plate 51 changes the direction of the air flowso as to guide the hot air toward the defroster door without mixing thecold air and the hot air with each other. When the multiple projections40 are formed on the above guide plate 51, the generation of theaerodynamic sound can be suppressed.

According to the present embodiment, the multiple projections 40 areformed on the door surfaces of the air-mix door 23. The air-mix door 23adjusts the mixing ratio between the cold air and the hot air dependingon the opening degree thereof. The air currents collide against at leastone of the door surfaces depending on the opening position thereof, sothat the direction of the air flow is changed. When the multipleprojections 40 are formed on the door surfaces of the air-mix door 23,the generation of the aerodynamic sound can be suppressed.

In addition, according to the present embodiment, the multipleprojections 40 are formed on the first and second projection-formedportions 41 and 42, each of which is located at the downstream side ofthe heat exchanger, such as the evaporator 20, the heater core 21, andopposes to the heat exchanger. The air having passed through the heatexchanger 20 or 21 collides against the first or the secondprojection-formed portion 41 or 42. Therefore, the generation of theaerodynamic sound can be suppressed, when the multiple projections 40are formed on such projection-formed portions.

In addition, according to the present embodiment, the multipleprojections 40 are formed on the third projection-formed portion 43,which corresponds to the portion of the wall surface 11 a of the A/Ccasing 11 and to which the air from the blower unit 60 is supplied forthe first time. The flow rate in this portion is relatively high.Therefore, the generation of the aerodynamic sound can be suppressed,when the multiple projections 40 are formed on such projection-formedportion.

According to the A/C apparatus 10 for the vehicle, as shown in FIG. 1,stepped portions are formed in the scroll casing 62 (a connectingportion between the blower unit 60 and the A/C casing 11) so as toequally supply the air from the blower unit 60 toward the evaporator 20.The aerodynamic sound is generated at such stepped portions by thecollision of the air currents. Accordingly, the multiple projections 40are formed on the connecting portion between the blower unit 60 and theevaporator 20 (the third projection-formed portion 43), so that theaerodynamic sound can be effectively decreased.

Furthermore, according to the present embodiment, the multipleprojections 40 are formed on the projection-formed portion 63 of thewall surface 62 b of the scroll casing 62. According to thecentrifugal-type blower unit 60, the air currents are pushed out in thecentrifugal form and collide against the scroll casing 62, and the aircurrents flow toward the outlet port which is gradually expanded. Whenthe air currents are pushed out in the centrifugal form, the directionof the air currents is changed from the air drawing direction (the axialdirection) to the radial direction. Therefore, the air currents collideagainst the portion of the wall surface of the scroll casing 62, whichis located on the side (the lower side in FIG. 2) opposite to the airdrawing side (the upper side in FIG. 2). Accordingly, when the multipleprojections 40 are formed on such portion 63 of the scroll casing 62,the aerodynamic sound can be decreased. Since the multiple projections40 are formed only on the limited portion 63 of the scroll casing 62, itis possible to suppress the excessive increase of the frictionalresistance between the air currents and the wall surface. Therefore, thedecrease of the flow rate can be avoided.

According to the present embodiment, the multiple projections 40 arefurther formed on the nose portion 62 a, which is one part of the wallsurface 62 b of the scroll casing 62 and corresponds to the volutetongue of the scroll casing 62. The air currents are unstable at thenose portion 62 a and therefore the directions of the air currents aswell as the flow velocity are momentarily changed. Therefore, theaerodynamic sound can be decreased when the multiple projections 40 areformed on such wall surface portion of the nose portion 62 a.

According to the present embodiment, as explained above, it is possibleto decrease the aerodynamic sound, while the increase of themanufacturing cost is suppressed, while the durability is maintained,and while the decrease of the flow rate is avoided. More exactly, it ispossible to provide the aerodynamic sound decreasing apparatus, whichcan be preferably applied to the A/C apparatus for the vehicle havingthe air passages including the bended portions.

Second Embodiment

A second embodiment will be explained with reference to FIG. 18. FIG. 18is a cross sectional view schematically showing a simplified air passage13A. A blocking plate 50 is provided on the wall surface 11 a of the airpassage 13A, wherein the blocking plate 50 is projecting from the wallsurface 11 a toward the inside of the air passage 13A so that it blocksa part of the air currents passing through the air passage. This kind ofplate 50 is provided, for example, for increasing mechanical strength orfor any other reasons in view of design of various connecting portions.The multiple projections 40 are formed on the wall surface 11 a at adownstream side of the blocking plate 50 (also referred to as aflow-change portion), against which the air currents disturbed by theblocking plate 50 collide. More exactly, the multiple projections 40 areformed on such portions of the wall surface 11 a at a distance from theblocking plate 50, that is, on the same side of the wall surface 11 a tothe blocking plate 50 and on the opposite side thereof. According tosuch a structure (the multiple projections 40), the sound generated bythe air currents (disturbed by the blocking plate 50) can be decreasedwhen colliding against the flow-change portions of the wall surface 11a.

Third Embodiment

A third embodiment will be explained with reference to FIG. 19. FIG. 19is a cross sectional view schematically showing a simplified air passage13B. Sealing portions 54 are provided on the wall surface 11 a of theair passage 13B, wherein the sealing portions 54 are projecting from thewall surface 11 a toward the inside of the air passage 13B so that eachof the sealing portions 54 blocks a part of the air currents passingthrough the air passage. Incase of the face door 28, an elastic lip sealmember 53 is further provided at an outer periphery of the door plate(an upper side periphery in the drawing), so that the lip seal member 53is brought into contact with the sealing portion 54, when the face door28 is closed. The sealing portions 54 correspond to such portions, whichare in contact with the surface of the face door 28 (the surface of thelip seal member 53), when the face door 28 is closed to shut off the airpassage communicating the inside of the A/C casing 11 with the passengercompartment. Therefore, the lip seal member 53 is brought into air-tightcontact with the sealing portions 54 when the face door 28 is closed, sothat the air passage connecting to the face blow-out port 32 can besurely shut off.

The multiple projections 40 are provided on the wall surface 11 a (theflow-change portions) at the downstream side of the sealing portions 54,so that the air currents disturbed by the sealing portions 54 collideagainst the multiple projections 40. As in the same manner to the secondembodiment, the sound generated by the air currents (disturbed by thesealing portions 54) can be decreased when colliding against theflow-change portions of the wall surface 11 a.

Fourth Embodiment

A fourth embodiment will be explained with reference to FIG. 20. FIG. 20is a cross sectional view schematically showing a simplified air passage13C. As in the same manner to the third embodiment, the sealing portions54 and the lip seal member 53 are provided. The multiple projections 40are formed on such plate surface portions of the face door 28 (theflow-change portion), against which the air currents disturbed by thelip seal member 53 collide when the face door 28 is opened. Accordingly,in the same manner to the first embodiment, the sound, which isgenerated by the air currents (which are disturbed by the lip sealmember 53) when colliding against the face door 28, can be decreased.

The invention of the present embodiment should not be limited to suchdoor having the lip seal member 53, but may be applied to the face door28 not having the lip seal member 53. In other words, the multipleprojections may be provided on the portions of the face door 28, againstwhich the air currents disturbed by the outer periphery of the face doorcollide. Therefore, the word “the outer peripheral portion of the door”includes not only the outer periphery of the lip seal member in the caseof the door having the lip seal member but also the outer periphery ofthe door itself in the case of the door not having such lip seal member.

Fifth Embodiment

A fifth embodiment will be explained with reference to FIG. 21. FIG. 21is a cross sectional view schematically showing a simplified air passage13D. A rib 55 is provided on the door surface of the face door 28 forthe purpose of reinforcing the door, wherein the rib 55 is projectingfrom the door surface. Rigidity of the face door 28 is increased so thata secular change can be suppressed.

The multiple projections 40 are formed on such a plate surface portionof the face door 28 (the flow-change portion), against which the aircurrents disturbed by the rib 55 collide when the face door 28 isopened. Accordingly, as in the same manner to the first embodiment, thesound, which is generated by the air currents (disturbed by the rib 55)when colliding against the face door 28, can be decreased.

Sixth Embodiment

A sixth embodiment will be explained with reference to FIG. 22. FIG. 22is a cross sectional view schematically showing a simplified air passage13E. According to the present embodiment, the aerodynamic sounddecreasing member is composed of not the projections 40 but platemembers 56. As in the same manner to the second embodiment, the blockingplate 50 is provided on the wall surface 11 a of the air passage 13E.The plate members 56 are provided in the air passage 13E at suchportions (the flow-change portions), which are on the downstream side ofthe blocking plate 50 and at which the air currents disturbed by theblocking plate 50 collide against the plate members 56. Multiplethrough-holes 56 a are formed in each plate member 56. Each of the platemembers 56 is so arranged in the air passage 13E at the portionsseparated from the wall surface 11 a and extends along the wall surface11 a. According to such a structure, an air layer is formed between theplate members 56 and the wall surface 11 a. Therefore, the frictionalresistance as well as the pressure resistance (the pressure loss) isgenerated in the air flow by the plate members 56 and the through-holes56 a, in addition to the frictional resistance generated by the wallsurface 11 a. As a result, flow velocity is low in the plate members 56,while the flow velocity is increased in the area adjacent to the platemembers 56. Namely, the velocity gradient becomes smaller in the areaadjacent to the wall surface 11 a, while the velocity gradient ismaximized in the area separated from the wall surface 11 a. Accordingly,since the vorticity, which will cause the aerodynamic sound, becomessmaller and the area of the maximum vorticity is separated from the wallsurface 11 a, the noise (the aerodynamic sound) can be decreased.

For the purpose of making smaller the velocity gradient in the areaadjacent to the wall surface 11 a, it is necessary to properly set asize of the through-hole 56 a, a thickness of the air layer, a distancebetween the neighboring through-holes so as to obtain appropriatefrictional resistance and pressure resistance by the plate members 56.When the size of the through-hole 56 a is too large, sufficientfrictional resistance can not be obtained. Then, the flow velocity ofthe air currents in the area adjacent to the wall surface 11 a will notbe substantially decreased. When the air layer is too thin, the area forthe maximum velocity gradient can not be sufficiently separated from thewall surface 11 a. When the distance between the through-holes 56 a istoo large, the sufficient pressure resistance can not be obtained.Namely, the flow velocity in the area adjacent to the wall surface 11 acan not be sufficiently decreased.

When the plate members 56 are provided in the air passage 13E, the soundcan be decreased like the multiple projections 40. The position for theplate members 56 should not be limited to the position of the presentembodiment. For example, the plate members 56 may be provided at suchpositions (the flow-change portions) of the above first to fifthembodiments, at which the multiple projections 40 are formed. The platemember may be formed in a net shape, in which multiple wires are netted.

(Further Modifications)

The present invention should not be limited to the above embodiments,but may be modified in various manners without departing from the spiritof the invention, as explained below:

According to the first embodiment, the projection 40 is formed in thecolumnar shape. However, the shape of the projection should not belimited thereto. FIGS. 23 to 37 are perspective views, each of whichshows a modification of the projection 40.

FIG. 23 shows a first modification, according to which a projection 40Ais formed in a shape of a frustum of a cone, wherein a root portion isenlarged.

FIG. 24 shows a second modification, according to which a projection 40Bis formed in a shape of a frustum of a cone, wherein a root portion ismade smaller.

FIG. 25 shows a third modification, according to which a projection 40Cis formed in a shape of a column, wherein a middle portion is madesmaller.

FIG. 26 shows a fourth modification, according to which a projection 40Dis formed in a shape of a column, wherein a middle portion is enlarged.

FIG. 27 shows a fifth modification, according to which a projection 40Eis formed in a shape of a square pole.

FIG. 28 shows a sixth modification, according to which a projection 40Fis formed in a shape of a frustum of a quadrangular pyramid, wherein aroot thereof is enlarged.

FIG. 29 shows a seventh modification, according to which a projection40G is formed in a shape of a frustum of a quadrangular pyramid, whereina root thereof is made smaller.

FIG. 30 shows an eighth modification, according to which a projection40H is formed in a shape of a square pole, wherein a middle portion ismade smaller.

FIG. 31 shows a ninth modification, according to which a projection 40Iis formed in a shape of a square pole, wherein a middle portion isenlarged.

FIG. 32 shows a tenth modification, according to which a projection 40Jis formed in a columnar shape, wherein a ball-shaped portion is formedat a forward end of the projection.

FIG. 33 shows an eleventh modification, according to which a projection40K is formed in a columnar shape, wherein a ball-shaped portion isformed at a middle of the projection.

FIG. 34 shows a twelfth modification, according to which a projection40L is formed in a columnar shape, wherein a half ball-shaped portion isformed at a root of the projection.

FIG. 35 shows a thirteenth modification, according to which a projection40M is formed in a columnar shape, wherein a forward end thereof istapered off.

FIG. 36 shows a fourteenth modification, according to which a projection40N is formed in a columnar shape, wherein a middle portion is taperedso as to become smaller.

FIG. 37 shows a fifteenth modification, according to which a projection40O is formed in a columnar shape, wherein a root end thereof is taperedoff.

As explained with reference to FIGS. 23 to 37, the cross section of theprojection may be formed in any kinds of shapes, such as a circular, anellipse, a polygon or the like. A concave portion or a convex portionmay be formed at the forward end, the middle portion or the root of theprojection. The forward end surface of the projection is not limited tothe surface, which is in parallel to the wall surface 11 a. The forwardend surface of the projection may be inclined with respect to the wallsurface. The projection may be formed on the wall surface not at a rightangle thereto but at an angle other than 90 degrees (in other words, theprojection may be inclined with respect to the wall surface 11 a). Themultiple projections 40 should not be necessarily formed in a matrixform, but may be formed in a staggered form, in a grid pattern, in astriped form or the like. Furthermore, the multiple projections may beformed on the wall surface in a random order.

According to the first embodiment, the multiple projections 40 areintegrally formed on the wall surface 11 a and thereby the projectionshave rigidity. However, capillaceous members having flexibility can beincluded in the meaning of the projections, and therefore thecapillaceous members may be also provided on the wall surface.

According to the above first embodiment, the aerodynamic sounddecreasing members are provided in the A/C apparatus 10 for the vehicle.However, it is not limited to the A/C apparatus for the vehicle, but thepresent invention may be applied to apparatuses other than the A/Capparatus, for example, an air blowing apparatus for cooling downvarious kinds of machines and/or devices.

1. An aerodynamic sound decreasing apparatus comprising: an air passageformed by a passage forming member; an aerodynamic sound decreasingmember provided on a wall surface of the passage forming member fordecreasing velocity gradient of an air current colliding against aportion of the wall surface, wherein the aerodynamic sound decreasingmember is provided at such a flow-change portion, at which a shape ofthe wall surface is changed, and at which the velocity gradient of theair current will be increased in an area adjacent to the wall surface.2. The aerodynamic sound decreasing apparatus according to the claim 1,wherein the aerodynamic sound decreasing member is composed of multiplelines of projections formed on the wall surface and projecting from thewall surface.
 3. The aerodynamic sound decreasing apparatus according tothe claim 1, wherein the aerodynamic sound decreasing member is composedof a plate member arranged in the air passage and separated from thewall surface, wherein the plate member has multiple through-holes. 4.The aerodynamic sound decreasing apparatus according to the claim 1,wherein the air current collides against the flow-change portion andthereby a flow direction of the air current is changed.
 5. Theaerodynamic sound decreasing apparatus according to the claim 1, furthercomprising; a blocking plate provided on the wall surface so as toproject from the wall surface for blocking a part of the air currentflowing through the air passage, wherein the aerodynamic sounddecreasing member is provided at the flow-change portion, whichcorresponds to a portion of the wall surface at a downstream side of theblocking plate, so that the air current disturbed by the blocking platecollides against the aerodynamic sound decreasing member.
 6. Theaerodynamic sound decreasing apparatus according to the claim 1, furthercomprising; a guide plate provided on the wall surface so as to projectfrom the wall surface for guiding a part of the air current flowingthrough the air passage, wherein the aerodynamic sound decreasing memberis provided at the flow-change portion, which corresponds to a portionof the wall surface at a downstream side of the guide plate, so that theair current disturbed by the guide plate collides against theaerodynamic sound decreasing member.
 7. The aerodynamic sound decreasingapparatus according to the claim 1, wherein the aerodynamic sounddecreasing apparatus is applied to an air conditioning apparatus for avehicle, the air passage corresponds to a passage for supplyingconditioned air into a passenger compartment of the vehicle, the passageforming member is composed of an A/C casing for forming the air passagein the inside thereof, and the aerodynamic sound decreasing member isprovided at the flow-change portion, which corresponds to a door surfaceof an air switching door for opening and closing the air passage and/oron a plate surface of a partitioning wall of the A/C casing surroundingand/or neighboring to the air switching door, wherein the air currentcollides against the door surface and/or the plate surface and thereby adirection the air current is changed.
 8. The aerodynamic sounddecreasing apparatus according to the claim 7, wherein the air switchingdoor corresponds to a door for opening and closing the air passage,which connects an inside space of the A/C casing to the passengercompartment, and the aerodynamic sound decreasing member is provided atthe flow-change portion, which corresponds to the door surface and/orthe plate surface, which faces to the inside space of the A/C casingwhen the air switching door is in its closed condition.
 9. Theaerodynamic sound decreasing apparatus according to the claim 7, whereinair conditioning apparatus includes an evaporator and a heater core inthe inside space of the A/C casing, wherein the air current passesthrough the evaporator and/or the heater core, the air switching doorcorresponds to an air-mix door for controlling an air-mix ratio betweencold air having passed through the evaporator and hot air having passedthrough the heater core.
 10. The aerodynamic sound decreasing apparatusaccording to the claim 8, further comprising; a sealing portion providedon the wall surface so as to project from the wall surface for blockinga part of the air current flowing through the air passage, wherein anouter peripheral portion of the air switching door is in contact withthe sealing portion when the air switching door is closed, wherein theaerodynamic sound decreasing member is provided at the flow-changeportion, which corresponds to a portion of the wall surface, which islocated at a downstream side of the sealing portion and at which the aircurrent disturbed by the sealing portion collides against theaerodynamic sound decreasing member when the air switching door is inits opened condition.
 11. The aerodynamic sound decreasing apparatusaccording to the claim 8, wherein the air current disturbed by the outerperipheral portion of the air switching door collides against theaerodynamic sound decreasing member when the air switching door is inits opened condition.
 12. The aerodynamic sound decreasing apparatusaccording to the claim 8, further comprising; a sealing portion providedon the wall surface so as to project from the wall surface for blockingapart of the air current flowing through the air passage, wherein anouter peripheral portion of the air switching door is in contact withthe sealing portion when the air switching door is closed; and anelastic lip seal member provided at an outer periphery of the airswitching door and in contact with the sealing portion when the airswitching door is in its closed condition, wherein the aerodynamic sounddecreasing member is provided at the flow-change portion, whichcorresponds to a portion of the door surface of the air switching door,which is on a downstream side of the air current.
 13. The aerodynamicsound decreasing apparatus according to the claim 8, wherein a rib isprovided on the door surface of the air switching door for reinforcingthe same, wherein the rib projects from the door surface, and theaerodynamic sound decreasing member is provided at the flow-changeportion, which corresponds to a portion of the door surface of the airswitching door, at which the air current disturbed by the rib collidesagainst the aerodynamic sound decreasing member.
 14. The aerodynamicsound decreasing apparatus according to the claim 1, wherein theaerodynamic sound decreasing apparatus is applied to an air conditioningapparatus for a vehicle, the air passage corresponds to a passage forsupplying conditioned air into a passenger compartment of the vehicle,the passage forming member is composed of an A/C casing for forming theair passage in the inside thereof, a heat exchanger is provided in theair passage through which the air current passes, and the aerodynamicsound decreasing member is provided at the flow-change portion, whichcorresponds to a part of a partitioning wall of the A/C casing, which islocated at a downstream side of the heat exchanger and faces to the heatexchanger.
 15. The aerodynamic sound decreasing apparatus according tothe claim 1, wherein the aerodynamic sound decreasing apparatus isapplied to an air conditioning apparatus for a vehicle, the air passagecorresponds to a passage for supplying conditioned air into a passengercompartment of the vehicle, the passage forming member is composed of anA/C casing for forming the air passage in the inside thereof, a guideplate is provided in the air passage for adjusting a ratio between coldair and hot air, the aerodynamic sound decreasing member is provided atthe flow-change portion, which corresponds to a part of the platesurface of the guide plate.
 16. The aerodynamic sound decreasingapparatus according to the claim 7, wherein the aerodynamic sounddecreasing member is provided on a part of the wall surface of the A/Ccasing, toward which air from a blower unit is blown out into the insidespace of the A/C casing.
 17. The aerodynamic sound decreasing apparatusaccording to the claim 1, wherein the air passage formed by the passageforming member includes an air passage through which air is suppliedinto an inside space of an A/C casing, the passage forming memberincludes a scroll casing for forming the air passage in an inside of thescroll casing so as to supply air from a centrifugal type blower unitinto the inside space of the A/C casing, and the aerodynamic sounddecreasing member is provided at the flow-change portion, whichcorresponds to a part of a wall surface of the scroll casing, at which aflow direction of air is changed from an sir drawing direction to acentrifugal direction.
 18. The aerodynamic sound decreasing apparatusaccording to the claim 1, wherein the air passage formed by the passageforming member includes an air passage through which air is suppliedinto an inside space of an A/C casing, the passage forming memberincludes a scroll casing for forming the air passage in an inside of thescroll casing so as to supply air from a blower unit into the insidespace of the A/C casing, and the aerodynamic sound decreasing member isprovided at the flow-change portion, which corresponds to a part of awall surface of the scroll casing at its volute tongue.